Rail-anchor.



H; G. WARR. mu; ANCHOR. APPLICATION FILED JUNE 3. 1916- Patented Aug. 6, 1918*.

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ATTORNEY {T H. G. WARR.

. RAIL ANCHOR. APPLICATION FILED JUNE 3.19m.

Patented Aug. 6, 1918..

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HAROLD G. WARE, OF CHICAGO, ILLINOIS, ASSIGNOR TO;THE P & M COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

RAIL-ANCHOR.

Patented Aug. 6, m8.

Continuation in part of application Serial No. 858,230, filed August 24, 1914. This application filed June 3,

' 1916. Serial No. 101,433.

simple in its construction, inexpensive to manufacture, light in weight, strong and capable of taking a firm and reliable hold on the rail, which will not be disturbed by vibration or other causes tending to loosen' the grip of rail anchors on the rails engaged thereb A further object is to provide a device which may be quickly and conveniently applied to or disengaged from the rail.

The invention is illustrated in two typical embodiments. In one of these embodiments the device is composed of two elements, one of which may be termed a railgripping orengaging element, and the other a tie-engaging element. The tie-engaging element bears against the side face of a tie or other stationary part of the roadbed and has a wedging relation with the rail and rail-engaging element. Inasmuch as my invention contemplates making and constructing the rail-engaging element so that its hold on the rail is not entirely dependent upon the wedging relation with the other element ust mentioned, it is possible to omit the separate tie-engaging member entirely,

in which case the rail-engaging element bears immediately against the tie. The second embodiment of the invention consists, therefore, of a one-piece rail anchor or anti-creeper so constructed that when applied to the rail it willtake a hold upon the same sufficient, when the device isabutted against a tie, to check the tendency of the rail to creep.

In the drawings Figure 1 is a longitudi- I nal, sectional view taken through the twopiece device, which is shown as applied -to a rail and abutted against one of the crossties upon which the rail is supported.

Fig. 4 is a view in perspective of the tieabutting or wedge member of the two-piece rail anchor.

Fig. 5 is a similar view of the rail-engaging member.

Fig. 6 is a plan view with the web of the rail in section, illustrating the use of the rail-engaging member as a one-piece anchor.

Fig. 7 is a view of the device illustrating its application to the rail, and

Fig. 8 a view similar to Fig. 7, with the device in operative position.

Like characters of reference indicate like parts in the several figures of the drawings.

Referring first to Figs. 1 to 5 inclusive,

the tie-abutting member A consists of a flat piece of metal, preferably steel, having pressed therein, preferably, a tapering rib 10. One end of the piece of metal is bent over to form a tie-abutting plate or foot 11. The other is bent up as indicated at 12.

The rail-engaging member B consists of a bar of metal, preferably steel, with one end bent over to form a jaw 13, and the other end bentto form a somewhat longer jaw 14. The bar, which is generally bowed in its configuration, is bent somewhat sharply to provide an upward projection 15. This'projection-is preferably at a point ad= jacent the jaw 14. At about the middle of the bar another bend 16 is formed providing a hollow or recess 17 in the upper surface of the bar. The extremity ofthe bar forming the jaw 14 is preferably off-set so as to provide a shoulder 18. The other jaw 13 is provided on opposite sides with recesses 19 shaped to take the claw of a claw bar. The inner face of jaw 13 is preferably beveled off as shown at 20.

The application of the device to the rail, shown in the drawings at C,is as follows: The jaw 14 of the rail-engaging member B is hooked over one edge of the base flange of rail C and the tie-abutting wedge memher A is placed between the base flange and ting plate 11 against tie D. Fig. 2 shows the arrangement ofthe parts. The other end of the rail-engaging member B is then raised, for example, by means of a claw bar E and the device is forced or driven endwise, bringing jaw 13 into engagement with the edge'of the base flange of the rail adjacent thereto. The jaw, it will be seen, en-

gages both the upper and lower surfaces of the rail base. I contemplate a close fit of jaw 13 on the edge of the rail base. The movement of the rail-engaging member transversely of the rail causes the edge of the rail engaged by jaw 14 to seat behind the shoulder formed on the undersurface of the jaw. At the same time the rib 10 on the tie-abutting member is'engaged by the groove or recess 17 in the upper surface of the rail-engaging member. The application of the device to the rail is facilitated by-the beveled surface 20 on jaw 13 which comes against the upper edge of the rail base on this side of the rail.

The application ofthe device to the rail involves, in the first place, the bending of the tie-abutting member. This produces a stress between the device and the rail which is enhanced by 'any tendency on the part of the. rail to creep, .due to the fact that the tie-abutting member, because of the taper of rib 10, is in effect a wedge. In the second place, the rail-engaging member itself is subject to' a bending strain when applied to the rail. The jaws 13 and 14 are in effect obliquely disposed in respect to each other, the jaw 14 having a downward inclination with respect to the jaw. 13, which is substantially horizontal when the device is in its operative position. In other'words, the rail-engaging member when applied to the rail is deformed slightly at opposite sides of itsbearing point 15 on the bottom of the rail base. This deformation and consequent binding action of the rail-engaging member on the rail is quite independent of the tie-engagingmember, the effect of the latter being simply to enhance the grip of the rail-engaging member on the rail. It is, therefore, possible to eliminate the tie-abutting element and use the rail-engaging element alone to form a one-piece anti-creeper,

as shown in Figs. 6 to 8 inclusive. The railengaging member in such case lies flatwise against the tie and depends for its hold on the rail on the bending strain tov which it is subjected in being applied thereto.

vIt will be seen that a rail anchor constructed as shown, whether it be a two-piece deviceor a one-piece device, has a resilient hold on the rail which is not loosened by vibration or likelyv to be affected by other accidental disturbances. The effectiveness of the hold on the rail is not dependent upon bolts or upon wedge action, although the wedging relationship between the parts of "the device in the two-part anchor acts to injaw '13 and the other edge abutting on shoulder 18 formed on the other jaw, there is no chance for the rail-engaging member to be displaced transversely of the rail, particu-' larlyas anysuch disturbance of the device from its normal position is resisted by the bending stress constantly exerted against it. When the element B is used alone as a onepiece anchor it will be seen that the pressure of the device against the tie taking place when the creeping stress is exerted on the rail tends to tighten thehold of the device on the rail so that the creeping tendency isself checked.

This application is a continuation in part of 'my co-pending application Serial No. 858,230, filed August '24, 1914, (patented February 27, 1917, No. 1,217,541,) the form of the invention shown in Figs. 1 to 4, inclusive, herein being shown in F igs. 6, 7, 8 and 9 of the earlier application.

1. A device for preventing the longitw dinal creep of a railroad rail, comprising a bear with a snug fi't against both upper and lower surfaces thereof at substantially oppo-. site points, the bar being formed with a bend which bears against the under surface of the base flange and the other extremity extending around and bearing against the 'upper surface of the base flange on the opposite side from the first-mentioned aw.

2. A device for preventing the longitudinal creep of a railroad rail, comprising a bar adapted to extend under the base flange of the rail, formed at one end with a jaw adapted to fit over one edge of the base flange, bearing against both upper and lower surfaces thereof, the bar'being formed near its other extremity with a bend which bears against the under surface of the base flangev ed jaw, the under surface of said extremity of the bar being formed. with a shoulder l:gdapted tobear against the edge of the rail ase.

posite ends withljaws ada ted to engage op-' posite edgesof the base ange thereof, one of said jaws being formed so that it takes a cramping or pinching hold upon the rail base, and the other jaw being formed to wedgingly engage the opposite edge of the said rail base.

5. A device for preventing the longitudinal creep of railroad rails, comprisin a resilient'member adapted to be strained y application of the device to the rail and which.

extends under the rail and is provided at opposite ends with jaws adapted to engage opposite edges of the base flange thereof, one of said jaws being formed so that it takes a cramping or pinching hold upon the rail base, and the other jaw beingformed to wedgingly engagethe opposite edge of said ra1l base.

6., A device for preventing the longitudinal creep of a railroad rail, comprising a member adapted to be strained by application of the device to the rail and which extends under the rail and is provided at opposite ends with jaws adapted to engage opposite edges of the base flange thereof, one of said jaws being formed so that it takes a cramping or pinching hold on the rail base,

- and the other jaw being formed to wedgeingly engage the opposite edge of said rail base, the distance between the interior surfaces of said jaw being greater than the width of the rail base, for the purpose described.

7 A device a;

reventing' the longitudinal creep of a rail r oad rail, comprisin a bar of slightly resilient'metal provide at' opposite ends with rail'base engaging jaws, said bar being formed with a bend whereby one of said jaws has a cramping or pinching grip on the rail base when the device is applied thereto, and the other jaw being formed so as to wedgingly engage the opposite edge of the rail base. 8. A device for preventing the longitudinal creep of a railroad rail, comprising a bar of slightly resilient metal provided at opposite ends with rail base engaging jaws, said bar being formed withrja. bend whereby one ofsaid jaws has" a cramping or pinch- 4. A device for preventing the longitude.

ing grip on the rail base whenthe device is applied thereto, and the other jaw being formed so as to. wedgingly engage the 0pposite edge of the rail base,'the distance between the interior surfaces of said jaws being greater than the widthof the rail, for the purpose described.

9.,-A device for preventing the longitudinal creep of a railroad rail, comprising a bar of slightly resilient metal provided at opposite ends with rail base engaging jaws, said bar being formed with a bend whereby one of said jaws has a cramping or pinching grip on the rail base when the device is applied to the rail, and formedon the underside thereof with 'a shoulder against 'which the edge-of the base flange of the rail is adapted to' bear, the other aw being formed to have a wedging engagement with the opposite edge of the rail. a f

10. A device for preventing the longitudinal creep of a railroad rail, comprising a bar of slightly resilient metal provided at opposite ends with rail base engaging jaws, said bar being formed with a bend whereby one of said jaws hasa cramping grip on the rail base when the device is ap-' plied to the rail and the other jaw being formed so as to have a wedging engagement with the opposite ed e of the rail and provided with 'a recess or a claw bar, the distance between the interior surfaces of said jaws being greater than the width of said base flange, for the purpose described.

11. A device for preventing the longitudinalcreep of a railroad rail, comprising a bar adapted to extend under the base flange of the rail and engaging the upper surfaces of the same on opposite sides of' the rail, and havin a cramping engagement With the un ersurfaces thereof at places adjacent the edges of thelbase flange, said member being resilient and formed so as to be strained when applied to the rail.

12. A device for preventing the longi-' tudinal creep of a railroad rail, comprising a bar adapted ,to extend under the base flange, formed with jaws at opposite ends which engage the; base flange of the, rail at four separate places, tween the upper sur- IOQ face thereof and two on the lower surface,

v longitudinal creep of a railroad rail, comprising a resilient bar the ends of which are in the form of jaws engaging the upper and lower surfaces of the base flange of the rail at 5 opposite edges and the portion between said jaws standing away from said baseflange, said bar being formed so thatit is strained when applied to the rail, the distance between the jaws being eater than the width of the rail base and t e part of one of the I jaws bearing on the upper surface of the rail base being recessed to form a shoulder Which' bears against the edge of said rail base.

HAROLD G. WARE. 

